Assigkktob to william h



J. F. OCONNOR.

FRICTION SHOCK ABSORBING MECHANlSM.

APPLICATION FILI-:o SEPT. 1s` :91s.

Patented MV1. 1919.

@Ig-r@ WITNESSFS:

Ja/uzF/zrzar i A ATTORN;

` 'To all whom t may concern.'

iirrn erases r-.rrnnf'r Fries.

JOHN F. OOONNOR, or CHICAGO, itmivois, AssIeNOn rro WILLIAM-H. man, OF OHAZY,

ivnvirironrr.4 I

FRICTION.' SHOCKABSORBIN G MECHANISIM. i f

Be it known that-I, JOHN F. OCoNNoii, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and l *useful In'iproveinent in Friction'Shock-Absorbing Mechanisms, of which the following is a full, clear, concise, and exact description, reference 4being had to the accompanying drawings, forming apart of this specification.-

This invention lrelates to improvements in friction shock absorbing mechanisms. -Iii the gradual development of the rail- ]5 way draft rigging art, the constant tend- Ena has been toward shock absorbing me@ aiiisnis ofhigher capacity than were 'gondel-ly used. This is due'priinarily to the much heavier service encountered in the operation of railway cars, both in the weight of the cars handled, number of cars pei train and faster switching service.. The most common form of shock absorbing mechanism in general use up to the last few `vears has been the so-called tandem spring gear. A great many thousand of these tandem spring gears are still in service but are hardly adequate to the present day conditions. Said tandem spring gears are of consiberably smaller size than even the spring gears of the present day service, the Old tandem gears generally boing adapted for 6i draw bar but-ts and the springs themselves being of the GijXS M. C. B. type.

In making the change from lighter to heavieislrock absorbing mechanisms, it is, of

course, extremely desirable to utilize as many of the old parts as possible so as to effect a saving in the cost of material for the railroads. Inasinucli as the springs alone cannot produce any greater capacity, the trend has been toward the 'use of friction gears. I

The object of my invention is to provide a friction gear suitable for present day service and whe-rein are utilized as many of the parts of the old small tandem spring gears, as possible.

More specifically. the object of my invention is to provide a friction gear for railway draft i-iggings wherein the old draw liars. volte straps. springs, and one follower of the tandeii'i spring gears may be utilized.

In the .li'awingsl forming a part of this speciiicationef Letters Patent. Appiicatiun nica september 1a, isis. seriai No. 254,574;

1 Patented .iuiy 1,',191ja specification, Figure 1 isa horizontaL-longtudinal, sectional view of a portion offa ra11.;..

way dra-ft. rigging showing my ii'iiprvovements in connection therewith. F ig.v Q *isza vertical, transverse, sectional view, taken substantially On the line 2 2 of Fig.f1.fl

Eig. 3 is an end elevational view Vof the 'rearffpf of the shock absorbing mechanism propeixf-Lf And Figs. 4 and 5 are detail perspective views of one of the friction shoes and wedges, respectively.

In said drawing, 10-10 denote channel-l l shaped center or draft sills as applied to a' modern car nnderfra-me. Secured to the inner faces of said sills are the well known front and rear sets of stop lugs 11 and 1 2.

The draw bar is indicated at 13, the sainev being of small size and having a butt of approximately 6%. A corresponding old yoke strap l-l is shown riveted to the draw ar, the intei'n'iediate thimble of the tandem yoke being omitted in order to accommodatethe friction gear which I have designed. The front. follower 15 iS also of the size used in the old tandem spring gears.

The improved shock absorbing mechanism proper, as shown, comprises a casting A, a pair of friction shoes B, a wedge C, and two springs D- D.

The casting A is formed with a friction shell proper 16 at its forward end and a spring casing 17 rearwardly thereof. The friction surfaces of the shell 16 are taperedinwardly, as indicated at 18 and inturned shoulders 19 are formed at the forward end of the friction shell.

Each of the friction shoes B is provided with an outer friction Surface 20 coperable with the friction' surface of the shell. On its inner face, each shoe -B is provided with a pair of rparallel but separated wedge faces 21-22.

friction 'shell so as to engage the follower 15 directly and in order to limit the outward1 movement of the shoes with res ect-'to the shell, the shoes are provided wit shoulders 23 23 coperable with the shoulders 19 of the shell.

The wedge C is disposed within the shoes 95 he shoes B aie extended forel wardly or outwardly beyond the end of the formed with a short. lng 25 o'ii..ivliieh is 'is evident that I'ani enabled to renipliiy adapted -to be centered the forii'ard end of the front, spring D. p v T he springs D consist of tive coils each and the'sanie are similar to those -employed '1n the'old tandem spring gears; that is eaeh of the springs I) isof the, M, C. B. type 6}x8, and 4they are-irranged end to end. In order toinseit the friction Shoes, wedge and springs, the rear end of the combined shell and spring easingis-ni'ade detachable`v 'as' mclicated at 26, and said end 26 and the casting proper 'A are provided with overlapped perforated Vears 27 and 28 through which areextei'ided conneetingbolts :Z9- 29. The Casting A' is made quite narrow in a vertical direetion and is siibstantiallyvof the. saine height as the diameter of the, spi-ings D, the casting A being ent away somewhat. as indicated at 30-30for this purpose.' In this manner, the casting` Aini'ay be ineliided between the arms of the old yoke straps and thereby permit4 the reemployment ot' saidstraps withoutmaterial change. y

Itis evident that the. over-all length ot' the. friction meelianism will equal the. siini ot' the lengt-lis ot' the. two springs and three t'o|- lowers ot. the tandem spring gear plus thel widtlifof the. usual thimble ot' the tandem yokei A i Vith the. Construction above. described, it

many of thel parts ot' the' old tandem spring gears without inoditieation and with eonseqiientinaterial saving -to the railroads. At 'the saine. time` obtain a mechanism which has niiuh greater shoek' absorbing eapaeity xthan the springs theinsel\-'es.

1 rlain'i: l v In'a friet-ion draft. rigging' tor railway ears` the.. eon'ibinatioii wit-li a standarddraw bar and a. yoke. strap having a siiigle.- poeket.'

both ,theyoke strap and draw bar being of relatively small size` the yoke eoi'responding in length and height toa yoke. tor a tandem spring geai" employing springs of rela- "tii'elysniall diameter; ot' a relatively' nai'- 'row followerwit-hin the yoke: :ind a frietion shoekl absorbing iiieelianisin also iiiiuinted within the yoke` the over-:ill length of said frietion in eelianisiu substantially eqiialing the sinn of the length ot' two springs; tlie. V

thiekiiess ot' three followers :ind the width of a yoke. tliiinble of a' tandem spring gear t'i'ietion elements. and spring elements hay- Aing an over-all length` substantially eiliiiil to the eoinbined length ot` .,two springs ot' :i

ltandem spring gear. -tlie diameter ot' said spring elements siibsta.iitiall ediialing the spaee. between the arms ot' the yoke.

1n ii'itness that l ehiiin the foregoing l 'have hereunto siibseiibed'iiiy naine this Sltli 

